Control system for car couplers, air lines, and electric circuits of railway cars



Nov. 27 1923 1,475,610

I H. E. VAN DORN CONTROL SYSTEM FOR cm COUPLERS, AIR LINES,AND ELECTRIC CIRCUITS OF RAILWAY CARS Filed Aug. 5, 1921 2 Sheets-Sheet 1 Illl 1,475,610 H. CONTROL SYSTEM FOR GAR COUPLERS, AIR LINES,AND ELECTRIC CIRCUITS Nov. 27, 1923 E. VAN DORN OF RAILWAY CARS Filed Aug. 5, 192].

2 Sheets-Sheet 2 w Qk Patented l lov, 2?, i913 gr/"sna -"I-\ old .1.

HERBERT E. VAN DGRN, 0F CHECAGO, ILLINOIS.

CONTROL SYSTEM FOR GAE CUUIPLEES,

LINES, AND ELECTRIC CIRCUITS OF HAILVIA CABS.

Application filed August 5, 1921.

To all whom it may concern;

Be it known that I, Hnnnnn'r E. VAN Donn, a citizen of the United States, residing at Chicago, county of Cook, and State of illinois, have invent d a certain new and useful Improvement in Control Systems for Car Couplers, Air Lines, and Electric Circuits of Railway Cars, and declare the following to be a full, clear, and exact description of the same, such as will enable others skilled in the art to which it pertains to make and use the same, reference being had to the accompanying drawings, which form a part of this specification.

It is common practice on electric railway lines to equip cars with automatic couplers for mechanically connecting the cars together, for connecting the air lines between cars, and for connecting together the electrical train conductors; means being provided for effecting an uncoupling through pneumatic power. t is also the custom to provide cut-out switches for interrupting the electric circuits Thecontrol of the cutout switches, of the air valves, and of the uncoupling mechanism may be wholly manual but, to insure quickness and ease of operation, combined with certainty of operation, it is desirable that as little as possible be left dependent upon the judgment or faithfulness of the workmen. My invention therefore has for its main object to produce a simple and novel control system whereby upon the mere manipulation of a master controller, all of the necessary operations to place electrical and air systems in working condition or to uncouple the cars and effect the proper changes in the air and electrical systems will automatically follow.

fWhen two cars are uncoupled the valves in the main air lines should be closed and the cut-out switches should be open. These three operations can be made to take place simultaneously but in accordance with my invention, viewed in one of its aspects, a greater degree of safety and efficiency is se cured by delaying the uncoupling of the cars until after the air valves have been closed and thecut-outs opened.

It is often desirable to open the electrical circuits on a car without affecting the other conditions which are brought about by the manipulation of the master controller, and my invention, viewed in one of. its aspects, has for its object to produce means for Serial No. 485,953.

manually opening a cut-out switch on a car without affecting other conditions, but effecting an interlocking with the master control system so as to prevent the operation of the latter until the manual controlling means for the cut-outis returned to its normal position in which the cut-out is closed or capable of being closed.

The various features of novelty whereby my invention is characterized will hereinafter be pointed out with particularity in the claims; but, for a full understanding of my invention and of its objects and advantages, reference may be had to the following detailed description taken in connection with the accompanying drawings, wherein:

Figure 1 is a diagram illustrating the equipment at one end of a car having automatic car, air and electric couplers and cutout switches controlled in accordance with my invention;

Fig. 2 is a section taken approximately on line 2-2 of Fig. 1, through the cut-out switch;

Fig. 3 is a section through the cylinder for the air valves; and

Fig. 1 is a section through the pressure gauge air valve placed in advance of the coupler-unlocking cylinder.

Referring to Fig. 1 of the drawings, 1 represents conventionally an automatic car coupler of the type having an air cylinder, 2, for unlocking the coupler, together with airpipe terminals, 3, opening out of the face thereof for the purpose of simultaneously connecting the main air pipes, 4t and 5, on one car to the corresponding pipes on another car when a coupling is effected. The present invention does not depend upon the details of he coupler itself but, if a fuller understanding of a coupler of this type be desired, reference may be had to my prior application for combined car and air coupling, filed August 13, 1919, Serial No. 817,111. Associated with the car coupler is a combined electric and auxiliary-air coupler, 6, which will usually be attached to the car operating coupler in such position that when the me-.

chanical coupling of the cars is made, the electrical connections and the connections for the auxiliary air are also made. The coupler, 6, has in its face air terminals indicated at 7 which are connected to air pipes, 8 and 9. The coupler, 6, may take any usual or preferred form, the one illustrated. being similar to that disclosed in the prior application for electric coupler, filed by myself and John McVV. Stone on May 23, 1921, Serial No. 471,920, to which application reference may be had for a disclosure of the details.

The electrical conductors are shown as combined in a cable, 10, which is interrupted by a cut-out switch, 11, one end of the cable, 10, being connected to the coupler, 6. The cut-out switch is actuated by means of a suitable power device including a cylinder, 12. When air is admitted into one end of the cylinder the switch is closed, and when air is admitted into the other end the switch is open. The two main train pipes, 4 and 5, have portions arranged on opposite sides of and supported by the casing of the switch 11. Each of these pipes is provided with a valve, 13. Supported by the casing of the switch and extending at rightangles to the adjacent portions of the train pipes, is a valve-actuating mechanism including a cylinder, 14. When air is admitted into that end of the cylinder which is at the bottom in the diagram, the piston in the cylinder is moved upwardly and, through pin and'slot connections, 15, between the piston rod or stem, 16, and the valve handles, 17, closes the valves. On the other hand, when air is admitted into the upper end of the cylinder the parts are brought into the positions illustrated in the diagram, opening the valves. The details of the valve-actuating mechanism are shown more in detail in Fig. 3. Referring to this figure, it wilLbe seen that secured to the rod or stem, 16, is a piston, 18. Air is adapted to be admitted into the ends of the cylinder through either of two pipes, 19 and 20. Near the middle of the cylinder are outlet pipes for air, 21 and 22. The piston is so proportioned that when it is in either extreme position it closes the inner end of the corresponding outlet pipe so that air entering the cylinder is forced to 'eXert a pressure against the piston, causing the'latter to travel in one direction or the other until just before the opposite limit of movement of the piston is reached, the inner end of one of the outlet pipes is uncovered and the air flows out through such outlet pipe. The pipes 21 and 22 lead to the opposite ends of the switch-actuating cylinder, 12. Consequently when air is admitted to the valve-actuating mechanism to close the valves, the piston, l8,'moves in the valve closing direction until the air valves are closed or practically closed, and then air flows out through the pipe, 22, into the switch-actuating cylinder and causes the switch to be opened. Similarly, when air is admitted into that end of the valve-actuating mechanism which causes the piston therein to move in the valve-opening direction, the plston Wlll travel until the valves are almost fully open, uncovering the end of the. pipe 21 and permitting air to flow through the pipe 21 into the outer end of the switch-actuating cylinder, causing the switch to be closed. In other'words, the switch opens and closes as the'valves are closed and opened but by using the piston in the valve-actuating mechanism as a controlling valve for the switch cylinder, the movements of the air valves and the switch are not simultaneous as they would be if the air flowed to both cylinders at the same time, but the operation of the switch lags slightly behind the operation of the valves.

The air for operating the air valves and the switch is supplied by one of the train pipes. In the arrangement shown there is a pipe, 23, connected tothe train pipe 4 at such a point as not to be affected by the opening and closing of the valve 13; the pipe 23 leading to two two-way valves, 24 and 2 5, the former of which may be placed in the cab of the car and the other at any suitable point as, for example, underneath the car adja cent to one side thereof so as to permit it to be operated by a person standing outside of the car. From the valve 25 lead two delivery pipes, 26 and 27, connected to opposite ends of the cylinder 14. From the valve 24 e2;- tends a pipe, 28, which is connected to the pipe 26, together with a pipe, 29, which is connected to the pipe 27 Therefore by operating either of the valves 24 or25, air may be admitted into either end of the valveoperating cylinder, 14. The pipes 26 and 27 are connected in any suitable way to the pipes 8 and 9 leading to the coupler 6. In the arrangement shown, the pipe 8 connects with the pipe 28 while the pipe, 9 is connected to the pipe 27. A branch pipe, 30, leads from the pipe 8 to the unlocking cylinder 2, of the car coupler. Consequently when one of the master valves 24 and 25 is operated in the direction to close the air valves 13 and open the switch air will be admitted through the pipe 30 to the unlocking cylinder of the coupler and the coupler will be unlocked so as to permit it to separate from a co-operating coupler; and at the same time air will flow through the pipe 8, the coupler 6 and the coupler co-operating with the latter, to the next car where the main air valves will be caused to be closed, the cut-out switch to be opened, and the coupler to be unlocked. When either of the master valves is operated in a direction to open the valves 13 and close the switch, air will be admitted to the pipe 9 so as to be enabled to pass through the coupler 6 and a complementary coupler, to the next car where the main air valves will be caused to open and the main switch to close. It will thus be seen that all of th necessary operations at the meeting ends of two cars may he brought about by manipulating either of the two master valves on either car.

It is highly desirable sometimes to make certainthat the air will be'shut off and the cut-out opened when two cars are uncoupled and, in order that the uncoupling of the cars will not precede the other two operations, suitable means may be provided to insure that the pneumatic actuating means for the air valves and the cut-outs will be energized before the energization of the coupler unlocking means. To this end I have placed in the pipe 30 which supplies air to the unlocking cylinder of the coupler pressure gauge valve, 31, which will prevent air from passing to the unlocking cylinder until there has been attained a pressure greater than that necessary to close the air valves and open the cut-out. Consequently the pressure cannot be built up in the pipe 8 to a point sufiiciently high to unlock the car couplers until the pistons in the air valve cylinders and the cut-out cylinders have first been actuated through complete circuits. The device 31 may take any usual or suitable form. Thus in Fig. 4 I have illustrated an arrangement in which the device consists of a cylindrical shell in which is arranged a piston, 32, pressed in one direction by a spring, 38, and acting as a check valve which will prevent the passage of air to the couplerunlocking cylinder until the pressure becomes great enough to overcome the resistance of the spring.

It sometimes happens that it is necessary to cut out the electrical equipment on a single' car of a train without closing the air valves or uncoupling the cars. l have therefore provided means for manually opening the cut-out when desired. By reference to Fig. 2 it will be seen that the movable contact carrier, 40, of the cut-out switch is mounted on one end. of a piston rod, 41, upon which is fixed a piston, 42; the piston rod extending entirely through the cylinder and having at its outer end an eye, 43, or other means for connection to a manual actuating device. When it is desired to open the switch, the piston rod is simply pulled out wardly, carrying the piston along. Ordinarily it will be advisable so to construct the manual actuating means for the switch that the switch may be locked open and prevent it from being accident-ally closed by manipulation of a master valve, when the closing thereof might result in injury to man or material. When provision is'made for looking open the switch it should be accompanied by some means for apprising the trainmen of the fact so that a train will not be run with one of the cut-out switches open when it should be closed. I have therefore provided. means which will prevent the pneumatic actuating devices from being supplied with air while the cut-out switch is held locked open, thus not only warning the traininen that the cut-out switch is open, but forcing them to unlock it. This feature ot my invention is shown diagrammatically in Fig. 1. Attached to the stem, 43, of the switch-actuating mechanism isa suitable pull device, 44, terminating in a handle, 45, extending to any convenient point, preferably near one of the master valves. The handle, 45, has a heel 46, which may be engaged with stationary hook, 47, when the switch has been opened, and prevent the switch from being closed until the handle is re leased. In the pipe 23 is a valve, 48, connected to the. pull device 44 in such a way that when the device is moved to open the switch, the valve 48 is closed; thus preventing air from being supplied to either of the master valves on that car. Therefore if it be attempted to operate the pneumatic devices by manipulating either of the two master valves while the switch is locked open, no air will pass through the valve and the op erator must first release the handle 45 so as to close the switch or permit it to be closed, depending upon whether the. manual device is constructed and arranged to move the movable element of the switch in both direc tions or only in one direction.

While I have illustrated and described with particularity only a single preferred form of my invention, I do not desire to be limited to the exact structural details thus illustrated and described; but intend to cover all forms and arrangements which come within the terms employed in the definitions of my invention constituting the appended claims.

I claim:

1. In a system of the character described, train pipes, valves in said pipes, a cut-out switch, an actuator for said valves, a second actuator for said switch, and controlling means for one of the actuators associated with the other actuator.

2. In a system or" the character described, train pipes, valves in said pipes, a cut-out switch, an actuator for said valves, an actuator for said switch, and a common controller for said actuators.

3. In a system of the character described, train pipes, valves in said pipes, a cut-out switcsi, a pneumatic actuator for said valves, a pneumatic actuator for said switch, and a master controlling valve for said actuators.

4. In a system of the character described, train pipes, valves in said pipes, a cut-out switch, a pneumatic actuator for said valves, a pneumatic actuator for said switch, and means controlled by one of said actuators for admitting air to the other actuator.

5. In a system of the character described, train pipes, valves in said. pipes, a cut-out switch, a pneumatic actuator for said valves, a controlling valve for the aforesaid acice ' means. controlled by an actuator for said switch, and the first-mentioned actuator for admitting air to the other actuator. r i

6. In a s stem of the character described,

train pipes,valves in said train pipes, an actuator for sald valves, a cut-out switch, an actuator for said switch including a double-ended c hnder a source or 001m pressed air, and means for tuator,

connecting one end of said cylinder to said source when said valves are closed and for connectingthe other end of said cylinder to said source when said valves are open.

7. In a 'system'o'i the character described, train pipes, valves in said pipes, a cylinder, a piston in said cylinder connected to said valves to open and close the same, a valve for controlling the admission of air to either end of the aforesaid cylinder, a cut-out switch, a second cylinder, a piston in said second cylinder connected to said switch to open and close the same, pipes leading from the ends of said second cylinder to points in the first cylinder one of which is uncovered by and lies behind the piston in the first cylinder when the piston is at one end of its stroke while the other is uncovered by and lies behind the piston in the first cylinder when it is at the opposite end of its stroke.

8. In a system of the character described, train pipes, valves in said. pipes, a pneumatic actuator for said valves, a car coupler having an unlocking cylinder, a master valve for controlling the admission of air to mitting air into either end oi said cylinder for the purpose of opening or closing said switch. 7

10. in system or the charac er described, train pipes, valves in said p ass, a cut-out switch, a car coupler; individual pneumatic actuatingdevices for said valves. or said switch and for unlocking c:

and iIlGfLllS'fOl manually a switch without operating the actuating de vices associated with said valves z nd said coupler.

ll. In a system oi the character described, train pipes, valves in said pipes, acut-out switch, a car coupler; individual pneumatic actuating devices for said valves, for said switch and for unloci-ring said coupler; piping including a master controlling valve extending between one oi said train pipes and said actuating means for opening saic. switch and simultaneously interrupting communication between said piping and the train pipe to which it is connected.

In testimony whereof, I cation.

sign this specifirlERBER-T E. VAN DOE-N.

devices, and additional" 

